Internal-combustion engine.



1;. A'. RU DLO'F; INTERNAL COMBUSTION ENGINE.

APPLIOATIQN FILED AUGHZB, 1908.

Patented Aug. 17, 1909.

2 SHEETS-SHEET 1.

I n U6 n/tor wizn e as w E. A. EUNDLUF.

INTERNAL COMBUSTION ENGINE. APPLIQATIOR FILED AUG. 2a, 1908.

931,346; Patented Aug 17,1909.

2 SHEETS-SHEET 2.

witnesses I Znbrgtar chamber excess vely heated.

order to always efiect a thorough scaveri g' ERIK ANHlN RUNDLGF, OF STOCKSUND, SWEDEN.

INTERNAL-GOMBU STION ENGINE.

Specification of Letters Patent.

Patented Aug. 1?, 1909'.

Application filed August 28, 1908. Serial No, 150,619.

To all whom it may concern:

Be it lmown that-1', ERIK ANTON Rum)- Lor, a subject of the King of Sweden, residing at .Stocksund, in the Kingdom of Sweden, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification, reference be had to the drawing accompanying and forming .a parthereof.

This invention relates to improvements in internal combustion engines.

internal combustion engines in general, and particularly that class known as .selfigniting l/VVO'rCYClBGHgIlDQS, have the, drawback that the combustion gases formed within the explosion chamber cannot be satisfactorily .expelled, when the engine ,works withfu-ll power. When, therefore, a greater or less quantity of combustion gases remains in the combustion chamber, the

working gas mixture will not have the desired purity, and, moreover, the remaining hot gases contribute to keep the explosion It is true that,

ing, the pump, or the like, serving to press air into the cylinder might be made of such a size as to supply a quantity of air suflicient iier the greatest loads, or the greatest gas mixtures burned, but if the said quantity of vair remains the :Salrne at lower loads, the .en-

gins will be supplied with :too large a quantity of ,air, by which the cylinder is Rapidly cooled. In order to overcome the said drawback it has been suggested to regu.

late the amount of air admitted into the exvplosion chamber :by means of an auxiliary air-pump whose length of stroke may be varied from ,zero to a certain maximum length, whereby the amount of air admitted into the explosion chamber may lie increased, when required, so as tomore thoroughly drive out the combustion gases theretrom. All devices of this kind hitherto proposed have, however, the disadvantage that the auxiliary air-pump must work more :or less,even at a normal load or it will not be capable of regulating the amount .of air adr-nitted into the explosion chamber at loads smaller than the normal one.

The obect of this invention is to still inrllllQI' increase the possibility of varyingthe uantity of air zit-[minted into the explosion chamber, so -that the said quantity of .air may be nariedwithi-n wide limits for loads resistances are done away with.

The invention consists, chiefly, in the combination, in an internal combustion origin .of a suction and compression chamber for supplying air to the engine, an auxiliary airpump communicating with the said chamber, and means enabling the said -airpump to cooperate with or counteract the normal airsupplying means so as to increase or decrease the quantity of air supplied by the suction and compression chamber, when working alone.

The invention further comprises the arrangements and combinations of parts hereinafter particularly described.

In the drawing, Figure 1 is a vertical sec- I tion of an internal combustion engine embodying the invention. Fig. 2 is an endview of the same engine viewed in the longitudinal direction of the engine shaft. Fig. 3

is an elevation of a modified controllingdevice for the air-pump. Fig. 4 is a vertical section of .an internal combustion engine having two working cylinders and a double- .acting auxiliary air-pump.

Referring to Figs. 1 and 2 of the drawing, a is the working cylinder, 1) is the working piston, and c is the closed crank casing communicating, in the ordinary manner, through the passage (1 with the cylinder a. c is the outlet for burned gases, and t is the air-valve through which air is suckedinto the charm ber c. The air-pump cooperating with the chamber 0 is, suitably, attached to the side of the cylinder (1. The pump is an ordinary air-pump having a cylinder f and a piston 9 whose stroke may be regulated by means of common link-gear comprising two eccentrics [c and 71 attached to the engine-shat t 72 The suction and compression chamber ol'thc air- .pump constantly communicates, through a passage Z, with the closed crank casing c.

be device operates in the following man? ner. If the slotted bar or link m of the linkgear is adjusted by the lever n in the middle position shown by dotted lines in Fig. 2,

the eccentrics k and i impart to the link m a rocking motion about the center oi the link, which coincides wlth'the axis of the pump rod, whereby, the pump piston 9 remains at rest. so that the air-pump is inactive. "This .1.

- of air is required, which is obtained by moving the link m toward the right (Fig. 2'). By this a movement -is imparted to the pump piston g opposite to that of the working p is ton II, t. a; when the working piston moves into the cylinder a, thepump piston 9 moves out of the pump cylinder f. As a consequence, the two pistons cooperate in sucking air through the valve t, the piston l) sucking air into the crank casing c and the piston g sucking air into the said crank casing as Well as into the pump 0 linder f Thus, the quantity of air sucks in is increased, corresponding to the length of the pump stroke, to suit the increase in load on the engine. The whole quantity of air sucked in is compressed in the crank casing 0, when the working piston 1) moves outward and, at the same time, the pump piston 9 moves into the pump cylinder, whereupon, at the end of the stroke, the compressed air is pressed through the assage d into the working cylinder. The l ing as the axis of the pump rod is at different oints of the one half of the link m. If the ink is moved toward the left, in relation to the position shown in Fig. 2 by dotted lines, the pump piston g obtains a movement opposite to that in the former case in relation to the working piston 11, i. e. the suction and compression strokes are reversed. Both pistons will thus move in one and the same direction. Thus, when the working piston 12 moves into the cylinder at and sucks air into the crank casing c, the pump piston 9 moves into the pum cylinder and presses the air therein into t 1e crank casing. When thereupon the piston turns and compresses the air within the crank casing, the pump piston 9 moves out from the cylinderf and sucks a quantity of air, corresponding to the volume of the stroke of the pump piston, from the crank casing 0, thus producing a decrease in quantity or pressure of the air corresponding to the decrease in load on the engine.

Obviously, any other air pum or its equivalent, enabling a regulation 0 the kind described, and any other regulating means than the link-gear shown and described, may be employed. Fig. 3 shows a simplified linkgear suitable for the purpose, said link-gear consisting of an eccentric 0 connected to the link 1) which is adapted to swing about its center 9. The pump rod is connected b arod 1* to a slide a movable along the lin which, in the middle position shown by full lines, does not transmit any motion to the pump piston, whereas a motion acting to in crease or decrease the quantity of air is proength of the pump stroke varies accord-.

senses duced by moving the slide towardone or the other end of the link It is obvious that t e auxiliary air-pump employed. may be arranged so as to be doubleacting for the purpose of exhausting two explosion chambers. Such a construction is shown in Fig. 4 in which there are two working cylinders a, a, each having a working piston 6,6, respectively. The different parts of 4 are denoted by letters (with or without indices) corresponding to those of Fig. 1. The cranks are shown to be set at an angle of a semicircle to each other so that the two pistons are always moving in opposite directions.

I claim:

1. The combination in an internal cornbustion engine having a suction and compression chamber for supplying air to the engine, of an auxiliary air-pump communicating with the said chamber, and means enabling the said airpump to cooperatewith or counteract the normal air-supplying means, respectively, substantially as and for the purpose set forth.

2. in an internal combustion engine, the combination of a suction and compression chamber for supplying air'to-the engine, a piston movable 1n the said chamber, an auxiliary air-pump comprising a cylinder communicating with the sai chamber and a piston movable in the said auxiliary cylinder,

and connections between the two pistons enabling the piston of the auxiliary air-pump to be driven in either direction in relation to the direction of movement of the first-mentioned piston, substantially as and for the purpose set forth.

3. In an internal combustion engine, the combination of a working cylinder, a main air-pump for supplying air'to the said cylinder, an auxiliary air-pum communicating with the main pump, an connections be-- tween the two air-pumps enabling the auxil iary air-pump to be driven in either direction in relation to the direction of movement of the main pump, substantially as and for the purpose set forth.

4. In an internal combustion engine, the

combination of a working cylinder, a piston working in the said cylinder, a suction and compression chamber arranged at the outerv substantially as and for the purpose set 1 forth.

5. in an internal combustion engine, the

csmhination of a Working cylinder, a main ment of the main pump, substantially as and s;i1-pump folgupplying air to the said cylinfor the purpose set forth. v

mar, an aux 'ar airum communicatin T w 5' with the main u mp, aid-Jiink-gearconnec EBJK RUNDJOF 5 $21011 between :3 e twa air-pumps enabling the Witnesses:

auxiliary air-{211m to be driven in either AUG. St'mENsEN,

direction in re ati'an to the direction of move- Emma. NORDSJD. 

